friede



(No Model.) 2 Sheets-Sheet l. S. M. TRIEDE.`

AUTOMATIC STREET 0R STATION INDIGATOR.` No. 391,700. Patented Oct. 23, 1888.

HNI Illll Ill ll I (No Model.) 2 Sheets-Sheet 2.

S. M. FREDE. AUTOMATIC STREET OR STATION INDIOATOR. No. 391,700. Patented Oct. 23, 1888.

fff r llilllllll N. PETERS. Pmw-umegmphan wnmnghm. uc.

Istrien rares ir Ortis".

I arr SAMUEL M. FRIEDE, OF ST. LOUIS, MISSOURI, ASSIGNOR OF ONE-HALF TO JULIUS D. ABELES ANI) LEON GOLDMAN, BOTH OF SAME PLACE.

AUTOMATIC STREET AND STATION INDICATOR.

SPECIFICATION forming part of Letters Patent. No. '391700, dated October 23, 1889.

Application filed March 9, 1888. Serial No. 266.701. (No model.)

To all whom it may cncern.-

Be it known that I, SAMUEL M. FRIEDE, of the city of St. Louis, in the State of Missouri, have invented 4a certain new and useful Improvenient in Automatic Street and Station Indicators, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, and in which- 1u Figure I is a cross-section of a ear to which my automatic indicator is attached, the indi cator-scroll recording the name of the incom ing station. Fig. II is a perspective View of the head of the buffer-post and trip-operating i 5 attachment to the car. Fig. III is an end elevation of the driving-gear. Fig. IV is an end elevation of the releasing-gear, showing the rolls tripped and in the act of changing the record. Fig. V is a Vertical transverse section taken on line V V, Fig. VI, showing the releasing-gear in its normal position held by the dogpawl from changing the record. It also shows the alar1n-bell with its actuating device. Fig. VI is a side elevation, with the 2 5 indicator scroll or belt partly broken away to show the cylinder-rolls. Fig. VII is an enlarged horizontal section taken on line VII VII, Fig. VI, showing one of the center bearings of the rolls. Fig. VIII is an enlarged horizontal section taken on line VIII VIII,

Fig. VI, showing the spindle-bearing that car ries the spring. Fig. IX is an enlarged hori zontal section taken on line IX IX, Fig. VI, showing the operative end of the windingshaft, with its countersink, bevelended sleeve, and set-screw. Fig. X is a detail view of the winding drum or cylinder, showing the elongated slot inwhich the inner end of the indicater-scroll is secured, and Fig. XI is a trans` verse section taken on line XI XI, Fig. X,

showing the end of the indicator-scroll inserted in the slot and keyed from withdrawal by a rod that passes through its loop.

This invention relates to devices for automatically indicating to passengers of railwaycars the next street or station at which the car 'or train stops; and the invention consists in features of novelty, hereinafter fully described,

` and pointed out in the claims.

5o Referring to the drawings, in which similar figures of reference indicate like parts in all the views, I represents a car to which my automatic indicator is attached.

2 is the indicatorschamber, in which the indicator-rolls are operated.

3 represents the base of the indicator-frame, which is surmounted by the standards et at each end of said base, which are preferably of iron cast integral with the base.

5 represents set-screws that are seated and 60 engage in the inner screw-seats, 6, in the enlarged bearing-boxes 7 in the aforesaid stand ards. These set-screws are furnished with square heads 8 at one end for the action of the wrench and center bearing-points, 9, at the c5 other end, which engage in bevelsockets lO in the ends of the shaft l1, that carry the castiron wheel or spool-heads 12, around the inner flanges, 13, of which the sheet-metal cylinders 14 are seated, and to which they are secured 7o by rivets or by any other suitable means, and thus form the cylinder-rolls, around which the indicator-scroll is wound. The shaft of the upper of these two cylinder-rolls has its center bearings at both ends on the center points, 9, of 7 5 theset-screws5. Theshaftofthelowercylinder has a like center bearing on its set-screw at one end, and at the other an extension of the shaft is provided with a bevel-ended tight bearingsleeve, 15. The said sleeve when the shaft is 8o placed in position is tightened thereon by screwing up the set-screw 1G through its screwseat in the sleeve in rigid contract with the shaft. By this means the shaft is retained on its bearings at one end, being supported, as stated, on its center bearing, and the other by the bevel end 17 of said sleeve, which is seated in and has loose bearings within the bevelsocket 1S in the lower bearing-box of the standard at that end. A square extension, 19, of 9o the lower shaft reaches through and beyond the bearing-box in which it is located in the standard and forms a seat for a hand-crank,

20, by which the indicator-rolls, the scroll they carry, and the spring 2l, that actuates them, 95 are wound up. A conical socket, 22, within the bearing-box 7 of the windingshaft provides means (before the bevel-ended sleeve 15 has been secured on the shaft) f'or the easy insertion of the crank-seated end of said shaft roo within the bearings in its standard by giving angle room for the play of that end of the shaft. It also allows full rotary play for the square end of the shaft on which the handcrank is seated without any danger of friction on the box-bearing 7, through which it passes.

23 represents the indicator-scroll, on which the names 24 of the streets or stations at which the train or car stops are recorded T his scroll is terminated with a loop, 25, at each end, which loops are each relatively passed through the elongated slot 26 in the cylinderroll to which that end is secured, and they are there securely held in their slotted seat by the iron key-rods 27.

The drive-spring 21 is tightly secured at one end to the sleeve 28, that has loose bearings on the minor shaft 29, around which it operates, and at the other end by the stay-pin 30 to the adjacent vertical standard. The spring-shaft 29 is furnished with a head, 3l, at its inner end to hold the spring bearing-sleeve to its seatand at its attachment end 32 is reduced to the diameterof the perforation 33 in Athe bearing-box 34 in the before-mentioned standard. By the aforesaid reduction a shoulder is formed on thev minor shaft 29, which braces rrnly against the standard when the nut 35 isturned home on the screw-pointed end of said shaft.

Re-enforcing nuts 36 on .the center-bearing set-screws 5, when screwed home to their seats lon the bearing-boxes 7, prevent said set-screws from working loose on their screw-seats.

37 represents a drive gear-wheel, which is tightly secured to the sleeve 28. The cogs of said drive-gear mesh into the cogs of the pinion-wheel 38, whose flange-collar 39 has tight bearings on the shaft l1 of the upper roll, against one of the spool-heads of which said collar is tightly seated.

40 represents a trip-wheel whose flange-collar 41 has tight bearings on the shaft ll of the lower roll, against one of the spool-heads oi whichsaidcollaristightlyseated. Adog-pawl, 42,is secured to the side of the trip-wheel near its edge by the pivot-pin 43. The said dogpawl is held to its operative position by the stay-pin 44, and after tripping is reseated on said stay-pin by the reactionary spring 45, whose bolt attachment 45;` also secures it (the spring) to the side rim ofthe trip-wheel.

46 represents a trip-pawl which, when not tripped, is held to its antagonistic position to the dog-paw] 42 by the spiral or coil spring 47.

48 is a sectional rock-shaft on which the iange-eollar 49 of the trip-pawl is tightly seated. The sections of the rook-shaft are coupled and keyed within the sleeve 5() and have their rock-bearing within the tubular head 5l of the standard 52, whose foot-flanges 53 are secured to the side of the car at ils eaves by bolts 54.

A vertical arm, 55, rises from a foot-sleeve, 56, which has a tight bearing on the rockshaft. The said arm 55 telescopes into the T-tube 57, the upper branch of which tube carries the trip-finger 58. A set-screw, 59, holds the T-tube that is seated around the 'arm 55 to the desired elevation after its adjustment thereto, and a set-screw, 60, secures the trip-finger 58 at any given projection that is required to contact with the pendent buffer-linger 61. The said buffer-finger is vertically adjusted in the T-tube 62 and there held by the set-screw 63. The upper arni of said T-tube has a loose pendent bearing on the horizontal arm 64, which telescopes within the tubular curved bar 65, that is rigidly secured in the head-cap 66, which is itself secured on top of the buffer-post 67. A set-screw, 68, secures the horizontal projecting arm 64 in its adjusted position, and key-pins 69 prevent the lateral travel of the pendent T-tu-be 62, which, after tripping the indicator by the contact of its pendent ringer 6l with the trip-finger 58 on the car, turns on the rod 64 to free itself from said contact, and afterward by its own gravity is brought back to its normal position.

70 represents the Window-frame in front of the indicatorchamber, through which the name of the next ensuing street or station is indicated in plain View of the passengers. This may be an open frame, but is preferably supplied with glass, 7l, to preserve the indicator-chamber from dust.

72 is a door, sliding shutter, or curtain, which is intended to be opened when the indicator-rolls are rewound.

It is preferred to duplicate the indicatorchambers and the indicating devices at each end of the car, so as to utilize the one that for the time being is at the front end. By that means, also, it will be seen tl1at,the indicatingrolls being each individually always used in the same direction, either on the outward or the return trip, when they are rewound the recorded names will always appear in'their right order or rotation; but although, as stated, it is preferred to thus duplicate the devices, yet when there lhas not been such provision the rolls, it is evident, are capable of being reset on their center bearings within the indicator-chamber at the ends of the route, so as to bring the record on the scroll in tally With the names of the streets or stations en route. The buffer-posts also ycan be set at either one or both sides of the track, as may be mostconvenient'for the application of the device on both single and double tracks.

A stay-pin, 73, attached by a chain, 74, toV the standard that carries the spring, is for insertion through the perforation 75 in the gearwheel 37 and into a socket-seat in the adjacent standard to stay the action of the spring on the indicator-scroll when it is desired to stop the record.

Apivoted dog-pawl, 76, on one of the spoolheads of the upper cylinder once in the revolution of the cylinder strikes the trigger 77, and thus trips the pivoted hammer 78, whose reactionary spring 79, the fast end of which is IIC held by the bolt 80 to the base-plate 81, causes it to strike and give a reiterative alarm on the bell 82, which, with its baseplate 8l, is sccurcd to the inside of the indicator-chamber. A spring, 83, held by the bolt 84, reseats the dog after tripping.

The buffer-post, it will be seen, is set at a sufficient distance from the track to be safely beyond the reach of any Wide freight that may be moved thereon and out of danger of injury to any brakeman or other employs of the road who sometimes may be at work or passing along the side of freightcars when in motion. To enable the said outsetting of the buffer-posts and yet have their operative parts in position to trip the indicator devices, the heads of the posts are surmounted by a metallic bow or curved bar, which is preferably made of tubular iron'. The horizontal rod 64, which may be, as represented, a tube, or it may be solid, telescopes. inside the tube end of the curved rod, and when its projection is adj usted it is secured by the set-screw 68. The swinging pendent T-tube, with its pendent tinger 61, provides the means for operating the trip without the buffer-post being near enough the track to endanger the lives and limbs of the employs or incommode the movement of wide freight.

The operation of the device is as follows: The loops at the ends of the indicator-scroll are each relatively secured within the elongated slots in their respective cylinders by the rods 27, the scroll being wound around the upper roll or cylinder and the rolls placed in position, as shown in Fig. VI, the shafts running on their center bearings, except the crank end of the lower shaft, which runs on bevel-bearings, as described. The hand-crank is then turned in the right direction to wind the scroll off the upper cylinder onto the lower one, and, as it does so, the pinion on the shaft of the upper cylinder, (as it meshes into the gear-wheel 37 on the minor shaft that carries the spring, and the spring is wound up thereby,) exerts a continuous spring-tension that tends to rewind the scroll on the upper roll. This rewind is stayed by the abutment of the pivoted dog 42 on the trip-wlieel40 against the trip-pawl 46, the said wheel being rigidly secured on the shaft of the lower cylinder and the said trippawl held normally in its untripped position by the spiral spring 47. When the car arrives at the point where the buffer-post is placed, where it is required to change the record of the next ensuing street or station, the projecting nger 58 comes in contact with the pendent finger 61 and the shaft 48, with its trip -pawl 46, is rocked thereby sufciently to trip the dog on the trip or escapement wheel, which allows one rotation of said wheel, and in consequence of the two cylinders, when the trip-pawl 46 having been returned to its normal position by the reactionary spring 47, it again engages the dog on the trip-wheel and the rolls are stayed from further rotation until again tripped by the pendent finger of the next buffer-post. The said single revolution ofthe cylinder-rolls each time they are tripped changes the record of the street or station next ensuing, as shown and described, in plain view of the passengers, until, having reached the end of the route, the rolls and their actuating-spring are again in condition to be rewound by the hand-crank 20. When the pendent rod 61, 'that hangs from the T-tube 62, has tripped the indicator devices, as the car still moves on the T-tube, having performed its tripping function, then swings ou the horizontal arm 64, and is rcleased from contact with the trip-finger 58, that projects from the car. Ilhe said pendent rod and T-tube from which it hangs then return to their normal position by their own gravity ready for future service.

As has been stated, it is preferred to provide duplicates of these indicator devices for each end of the car, so that the names on the scroll, which in the meantime is at the front end ofthe car, will always be in rotation to tally with those of the streets or stations that they indicate. The spring 45 on the tripwheel returns the dog 42 to its normal position, as does the spring 47 the trip-pawl 46.

/Vhen the cylinderrolls are tripped to change the record of the indicator and said rolls in consequence makea revolution,the dogpawl 76 on one of the spool-heads of the upper cylinder trips the trigger 71 and starts the reiterative alarm by the striking of the springhammer on the bell, and thereby notifies the passengers of the change of record of the next ensuing street or station.

It will be seen that three out of the four shaft-bearings of the cylinder-rolls are center bearings and the other is a bevel-bearing with but little surface friction, so that the indicatorrolls and the recordscroll they carry are easily operated; also, the peculiar form ofthe bufferpost with its crane-neck-operating bar provides convenient facilities for the attachment of the tripping devices, while the post stands sufficiently out of the way of wide freight and of the movements of the employs to avoid accidents that have been the frequent result of posts which are planted close to the track.

I claim as my invention- 1. In a street and station indicator for railway-cars, the two cylinder-rolls, the indicatorscroll they carry, the rotary shafts of said rolls, with the center bearings, 9, and bevel-edge bearings 17 of said shafts, substantially as and for the purpose set forth.

2. In a street and station indicator for railway-cars, the combination ofthe two cylinderrolls provided with elongated slots in their drums, the indicator-scroll they carry, the loops at the ends of said scroll, and the rods to engage in said loops and hold them Within said slots in the cylinders, substantially as and for the purpose set forth. n

3. In a street and station indicator for rail- ICO IIO

way-cars, the combination of the two cylinder-rolls, the indicator-scroll they carry, the shafts that carry the rolls, the center and bevel bearings of said shafts, the standards that carry said bearings, the actuatingspring 21, the shaft 29, that carries it, the drive gearwheel 37, and pinion-wheel 38, substantially as and for the purpose set forth.

4. In astreet and station indicator for railway-cars, the combination of the two cylinder-rolls, the indicator-scroll they carry, the shafts that carry the rolls, the standards 4, the center and bevel edge bearings in said standards, the square extension 19 of the lower shaft, and crankhand1e 20, seated on said eX` tension, the bevel-edged sleeve 15, and setscrew 16, that tightens it to said shaft, substantially as and for the purpose set forth.

5. In a street and station indicator for railway-cars, the combination of the two cylinder-rolls constructed with the flanged spoolheads 12, the sheet-metal drum-cylinders 14 which they carry, the shafts that carry the cylinder-rolls, the center and bevel bearings, the trip-wheel with tight bearings on the lower shaft, the pivoted dog 42, backed by its reaction-spring ou said wheel, the trip-pawl 46, that engages with the dog to stay the running ofthe rolls, and the spring 47, that commands the trip-pawl in itsinactive position, substantially as and for the purpose set forth.

6. ln a street and station indicator for railway-cars, the combination of two cylinderroll's, the indicator-scroll, the two ends of which are secured individually to the elongated slots in the cylinders, the trip-wheel on the lower shaft, the dog 42, the trip-pawl 46, the rock-shaft 48, the standard 52, in the tubular head of which said rock-shaft works, the

vertical arm that surrnounts said rockshaft, the T-tube in which it is fastened by the setscrew 59, and the tripfinger 58,secu red in said T-tube by the set-"screw 60, arranged, when said tripflnger collides with the pendent tripping devices on the buffer-post, to trip theindicator devices on the car and change the rec- Lway-oars, the combination of the two cylinder-rolls, the indicator-scroll they carry, and drive-spring that actuates them, with tripping devices that communicate with a trip-rod that hangs pendent from the curved crane-neck bar that surmounts the butter-post, and said bar and post to start and stay said spring action, and the spring-dog 76 on one of the spoolheads of the upper roll, the trigger 77, hainmer 78, spring 79, arranged to ring the bell 82, located inside theindicator-chamber,when the dog trips the trigger, and calls the passengers attention to the change of record of the next ensuing street or station, substantially as and for the purpose set forth.

SAMUEL M. FRIEDE. In presence of- BENJN. A. KNIGHT, SAML. KNIGHT. 

